Would this used plane have any market in the US?

swisspilot

swisspilot

Well-Known Member
Well flight training here in Brazil is changing a lot, many new private schools are opening and the old govt run flight schools are getting neglected, some are in really bad shape. Here in Brazil flight training is usually provided by Flying Clubs with govt owned airplanes, for basic training they are using the Aeroboero AB115 (Argentinian made all metal taildragger http://www.aero-boero.com.ar/) for IFR the Piper Turbo Arrow IV and some Senecas for multi, some also have the AB180 for towing gliders.

Many Clubs are replacing now most of their AB115 with C150s and C152s, all over Brazil there are about 450 units, and seems now you can buy one for about 17K dollars..

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General characteristics
Crew: 1
Capacity: 2 passengers
Length: 7.27 m (23 ft 10¼ in)
Wingspan: 10.72 m (35 ft 2 in)
Height: 2.10 m (6 ft 10½ in)
Wing area: 16.5 m² (177 ft²)
Empty weight: 530 kg (1,168 lb)
Max takeoff weight: 770 kg (1,697 lb)
Powerplant: 1× Textron Lycoming O-235-C2A four cylinder, air-cooled, horizontally-opposed, 85.5 kW (115 hp) at 2400 RPM

Performance
Maximum speed: 220 km/h (119 knots, 137 mph) at sea level
Cruise speed: 145 km/h (75 knots, 90 mph) (normal cruise)
Stall speed: 68 km/h (36 knots, 42 mph) (with full flaps - 45º)
Range: 648 km (349 NM, 400 SM)
Service ceiling: 2440 m (8000 ft)
Rate of climb: 2.44 m/s (480 ft/min) (at maximum rate of climb and angle of climb speed of 70 mph)

Any idea if this airplane could have any market in the US?
 
swisspilot said:
Any idea if this airplane could have any market in the US?
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Maybe, maybe not. The big key to me is, is the plane Part 23 certificated? If so, the price is amazing. If it's not, I'd want to know the price after the manufacture goes through the process of that. Couple that with the fact that insurance on a tailwheel is enormously high in the US, and it might sell or might not. Look at the reproduction cub's out there and the price they sell at new.
 
If one could be legally flown in the states, I'd buy one. They'd probably sell really well up north in AK, the problem is that you've got to make sure they're going to be legal in the states. If they were in any way comparable to a cub, they'd probably do pretty well up north, how quick do they get off the ground?
 
Tram said:
Actually, you can still give "type" instruction in it..
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Sure, but get back to me when you could use that to do an initial rating in the plane. As much as I'd like to see that happen from a regulatory standpoint, the FAA isn't going to let that happen.
 
ppragman said:
If one could be legally flown in the states, I'd buy one. They'd probably sell really well up north in AK, the problem is that you've got to make sure they're going to be legal in the states. If they were in any way comparable to a cub, they'd probably do pretty well up north, how quick do they get off the ground?
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400-450 feet heavy in the heat for the AB115, the AB180 does it in 350..........

Both models are actually 3 seater, never saw one flying with 3 peoples but that`s what the manual says..

the AB180 has a different airframe:
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The factory stopped making this planes in 2000, they do still make parts, some of this planes are actually not that old, they were bought in the `80s...
 
KSCessnaDriver said:
Sure, but get back to me when you could use that to do an initial rating in the plane. As much as I'd like to see that happen from a regulatory standpoint, the FAA isn't going to let that happen.
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Oh, I had no idea all aircraft had to be suitable as trainers to be worth owning...
 
Tram said:
Oh, I had no idea all aircraft had to be suitable as trainers to be worth owning...
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I'm not saying they do, but if a company wants to make money and sell planes, it sure helps. Maybe the plane would sell well in the US as a kit, but as a prebuilt plane, I'd see it going to 100K or more, and at that price, why should I buy a plane from South America when I can get a J3?
 
Pilotforhire587 said:
I am pretty sure that if a guy builds his own RV6 he can get "his" PPL and additional ratings in it right?
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Yep.. The sticky part would be getting the plane test flown.. You'd have to get someone to do it for you, as you have to hold a PPL to do those tests..

You can instruct all day long in experimentals as long as you are not compensated..

For transition training, you can be compensated..

The regs say nothing about instructing in an experimental. They speak of doing it for hire.. My wife has almost all her time in our 6.
 
KSCessnaDriver said:
Sure, but get back to me when you could use that to do an initial rating in the plane. As much as I'd like to see that happen from a regulatory standpoint, the FAA isn't going to let that happen.
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Did my commercial multi-sea in an experimental.
 
Tram said:
Maybe "impossible to do flight instruction in" wasn't the best choice of words? ;)
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Not at all. Come back to me when you get a flight school set up with nothing but E-AB aircraft. Just isn't going to happen, which is where the airplane that the OP posted would fit best, IMO.
 
KSCessnaDriver said:
Not at all. Come back to me when you get a flight school set up with nothing but E-AB aircraft. Just isn't going to happen, which is where the airplane that the OP posted would fit best, IMO.
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Don't hold your breath.. I have no desire to set up a flight school..

You said instruction was impossible. It isn't..
 
KSCessnaDriver said:
I'm not saying they do, but if a company wants to make money and sell planes, it sure helps. Maybe the plane would sell well in the US as a kit, but as a prebuilt plane, I'd see it going to 100K or more, and at that price, why should I buy a plane from South America when I can get a J3?
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Well most J3 cost at least twice as much, this planes are all-metal, they have flaps, Starter and Alternator, mount a Lycoming O-235 engine and have pretty good performance (they can fly twice as far then a J3)
 
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